Date:         Sun, 21 Apr 2002 20:11:57 EDT
Reply-To:     FrankGRUN@AOL.COM
Sender:       Vanagon Mailing List <vanagon@gerry.vanagon.com>
From:         Frank Grunthaner <FrankGRUN@AOL.COM>
Subject:      On Conversion Engine Reliability
Content-Type: text/plain; charset="US-ASCII"

Today, as I was cleaning up some old files from a hard disk that I'm about to
retire, I refound a whole set of email correspondence between Alistair Bell
and myself on questions I was asking as I completed my diesel to gas
conversion. I went further into those archives and found a significant amount
of material I had amassed before starting the conversion. I thought it might
be interesting to look at the dates. My earliest downloads on the issue of
diesel engine mods for more power are in 1986. For nearly two years I
accumulated material on turbocharging the stock Vanagon diesel. In late 1988
I started accumulating turbocharger, manifolds, adapters, etc. In July of
1989, I was ready to begin  the turbocharger upgrade. Then In mid July I was
at the local VW dealer, BSing with the service manager when he announced that
he had a Vanagon Turbo Diesel in the shop. It was a Spearco aftermarket kit
and a basket case. The mechanic had bought it for a song and had disassembled
the engine to repair the problem. Hole in #3 piston. Fused and melted piston
ring lands on all 4. Bearings and crank journals so far gone that they had to
be described as burnt. Visible cracks on the connecting rods, scored cylinder
walls, burnt valves, warped head with extensive cracking between intake and
exhaust valves. Mechanic said that the engine was probably combusting
aluminum.

I then researched the issue further by checking out several Vanagon diesel
with aftermarket turbo kits that I located in SoCal junkyards. Went as far as
San Luis Obispo to check them out. The only one in different shape was a unit
that had a Jetta TD engine installed with oil squirters bathing the underside
of the pistons, better metallurgy, etc. I gave up the idea of turbocharging
the Vanagon N/A diesel.

The next flurry of activity occurs in April of 1993 as I begin searching for
info on the gasoline engine conversion issues. I had concluded that the
digifant II engine was the most appropriate and cost effective engine in
January of 1995. Purchased the engine in late August of 1995. Started the
conversion on Sept 2, 1995. Finished the full system (including interior
mods) and did the first test drive on December 29, 1995. Usually worked on
weekends and holiday breaks.

Since then (6 plus years) I have had three types of problems:

1). Starter failures. Replaced 1 per year for years. Did the same for the
diesel phase since 1984. Documented in the archives. My final solution was a
thermal shield, and a 00 gauge wire from the accessible starter bolt to the
battery ground terminal. Did the remote solenoid thing back in 1985. No
further starter problems for years.

2). Battery death. Not expensive but must have put Montgomery Wards out of
business. First battery failed in 1984. (I had installed my auxiliary battery
system at this time also). Purchased "lifetime" warranty batteries from MW at
the time. Replaced them every year by May thereafter till about 4 years ago
when I fabricated a heat shield and oriented the right side air intake flow
around the batteries and out the rear. Now I get 3 year life out of the
optima style (one starter type, one deep cell). Can't complain.

3). Fuel system problem. For years after the diesel to gas conversion, I was
stopped at the most inopportune times by rust and debris in the fuel filter.
Got so I could change the fuel filter in less than 12 minutes while waiting
for the ferry in Vancouver to Victoria. Finally just stopped about two years
ago, but I always carry spare fuel filters. Sometimes when I run out of gas,
SWMBO has to stop me as I go under the van on the rear drivers side and
insist that I add gas first. This lead me to install a fuel pressure gauge to
monitor the fuel rail.

3a). Fuel tank hoses. PITA. Finally got so ticked off, I cut the VW crossover
pipe and added a length of hose to eliminate the problem. Haven't revisited
that one in years.

That's it! For 6 plus years and 130,000 plus miles, she has never failed to
start, run flawlessly, spin vigorously, never overheated, no oil usage
between changes (I use 10,000 mile intervals), no metal in oil by analysis,
goes to Texas, Maine, Baja C and Alaska with utter faithful reliability.

Now this is not to purloin Subies or unregisterable overpriced quasi-factory
conversions. But, any 8 V VW inline (even the CIS stuff for the masochists
out there) up to the ABA together with the diesel parts will generate a
bulletproof ride.

Now the power level will not embarrass any rice rockets or supercharged VR6
GTi's, but power delivered to the wheel will be more than adequate. My 1.8L
8V drives the AC as needed in SoCal, the New Mexican and Arizona deserts as
well as the hell hole of the Texas plains in July. My top speed on the
straight and level (sea level actually) is just under 100. I can cruise at 80
across the Southwest, AC blasting, 20 hours a day (3 hour intervals between
dog and facility stops).

So why this note? Well, my conscience is bothering me. Every time I open the
garage door and the light strikes the Audi 2.0 Turbo being prepared for the
next version, I hear a soft whimper from the Vanagon. I seem to hear it say
"why me? What have I done? What will become of me?" This note goes to the
list with a cc to the force. Hopefully my semi sentient 1.8 L system will be
assured that I will move it on to another family when all is done - "no ill
will involved".

Frank Grunthaner